RAILWAY 


1. 

<;ias<*ow  Corporation  Tramways, 

46  Bath  .Street, 
Glasgow,  29th  .luri.-.  1905. 

The  Hnnounitili-  EDWARD  F.  DUXNK. 
Mr,..!  .if  Chicago. 

M^     hi  M:    \l  \yoir. 

A«  desired,  I  beg  to  send  you  the  following  note*  regarding  your 

proposal  that  the  municipality  of  Chicago  should  now  take  such  step*  as  may  be 
necessary  to  own  and  operate  it*  street  railway  ityitemi. 

In  the  first  place,  I  must  again  convey  to  you  the  thanks  of  the  Lord  Provost  and 
the  City  Council  of  Glasgow  for  the  honour  you  have  conferred  on  them  in  looking  to 
their  city  f«r  information  at  this  juncture. 

As  for  myself,  I  have  had  a  most  delightful  and  instructive  trip,  and  have  enjoyed 
myself  among  your  people  immensely.  Everyone  I  n..  >ly  in  Chicago,  but  in 

all  the  cities  I  found  time  to  visit,  was  exceedingly  kind,  and  all  seemed  anxious  to 
give  me  whatever  information  I  required.     My  visit  to  your  country  will,  I  feel  - 
be  of  great  value  to  me  as  a  public  official  in  the  service  of  the  '  ilasgow. 

As  I  understand  the  position,  you  were  elected  Mayor  by  the  citizen*  of  Chicago  on 
a  distinct  issue,  vi/..  the  immediate  municipalisation  of  the  street  railways  of  your  city. 

Vi.iir  ..l.j.-.  T.  I  take  it,  in  asking  the  City  Council  of  Glasgow  to  allow  me  to  visit 
your  city  was  that  you  might  learn  from  me  how  and  why  the  municipality  of  Glasgow 
took  over  the  operation  of  th<-  street  railways;  also  thnt  you  might  have  full  details 
regarding  the  organisation  and  management  of  a  municipal  street  railway*  department, 
and  whether  our  experience  in  Glasgow  could  be  applied  to  Chicago. 

From  the  day  I   landed  at  rk   I  endeavoured,  through   the  press  and   in 

private  interviews  with  yourself  and  your  associates  in  the  city  government,  to  tell 
what  the  municipality  of  Glasgow  have  done  and  are  doing  in  this  connection,  and 
how  they  have  made  such  a  conspicuous  success  in  the  management  of  all  the  public 
utilities  under  the  control  of  the  City  Council — including,  of  course,  the  street  railways, 
which  have  been  operated  by  the  city  since  1894. 

It  is  now,  as  you  know,  an  accepted  principle  in  Britain  that  all  public  utilities — 
such  as  water,  gas,  electric  liglr  railways,  ice. — should  be  under  the  control  of 

the  municipality. 

I  do  not  know  that  it  is  necessary  for  me  to  repeat  here  the  details  regarding  the 
management  of  the  Glasgow  street  railways,  as  this  information  has  been  very  fully 
given  to  you  already. 

I  had  not  been  many  hours  in  your  city  before  I  fully  realised  why  the  citizens  of 
Chicago  should  be  so  anxious  that  a  change  be  made  at  once  in  the  management  of 
your  street  railways,  and  it  did  not  astonish  me  that  you  should  have  been  elected 
Mayor  by  such  a  large  majority  when  you  had  intimated  to  your  people  that,  if  elected, 
you  would  take  immediate  steps  to  have  the  street  railways  owned  and  operated  l>y 
the  municipality. 

During  my  stay  in  Chicago  I  devoted  a  considerable  time  to  the  study  of  your 
street  railway  system.  I  was  extremely  anxious,  in  the  first  place,  to  know  the  history 
and  the  present  financial  position  of  the  various  operating  and  underlying  street  railway 
companies  in  your  city,  and  I  must  confess  that  it  took  me  some  time  to  completely 
master  the  facts  in  connection  with  the  various  changes  that  have  taken  place  in  the 
position  of  these  companies  from  time  to  time. 

It  was  also  necessary  for  me  to  devote  some  time  to  the  study  of  your  system  of 
municipal  government,  which  I  found  extremely  interesting. 

Regarding  the  present  condition  of  the  street  railway  systems  of  Chicago,  I  consider 
that  your  citizens  are  fully  warranted  in  demanding  an  immediate  change,  so  that  tlu-y 
may  have  the  travelling  facilities  that  are  now  enjoyed  by  the  citizens  of  every  other 
city  of  the  United  States. 


Under  the  existing  circumstances,  the  most  natural,  and,  indeed,  the  only  way  out 
of  the  difficulty  which  would  present  itself  to  the  ordinary  citizen,  who  does  not  generally 
fjo  into  details,  would  be  complete  and  immediate  nmuicipalisation. 

I  have  endeavoured,  in  considering  this  important  question,  to  look  at  it  from  every 
point  of  view — my  sole  object,  like  your  own,  being  to  recommend  a  course  of  action 
which  would  be  for  the  common  good  of  the  citizens  of  Chicago.  From  my  training  and 
experience  you  can  readily  understand  that  my  sympathies  are  entirely  on  the  side  of 
municipal  ownership  and  operation  of  street  railways,  but  in  Chicago  you  are  peculiarly 
situated  in  this  connection  at  the  present  moment. 

There  are  many  questions  which  tend  to  make  the  position  a  very  difficult  one  for 
a  municipality  to  deal  with.  There  is,  for  instance,  the  unsatisfactory  state  of  the 
various  franchises  that  have  been  granted  to  the  street  railway  companies.  If  these 
long  franchises  are  upheld,  it  would  be  very  difficult — I  would  almost  say  it  would  be 
impossible — for  your  city  to  purchase  these. 

Presuming  for  a  moment  that  you  were  able  at  a  satisfactory  figure  to  purchase 
the  present  undertaking,  including  the  franchises,  there  would  undoubtedly  be  a  very 
grave  danger  in  your  city  attempting  to  operate  what  would  be  the  largest  street 
railway  undertaking  in  the  world  without  making  a  very  radical  change  in  the  methods 
usually  employed  in  carrying  on  municipal  work  by  the  cities  of  the  United  States. 

And  if  you  should  seriously  consider  making  a  start  on  the  Adam  Street  route, 
which  you  may  be  compelled  to  do,  this  new  system  would  undoubtedly  for  a  long  time 
to  come  add  to  the  present  confusion. 

There  are  many  other  points  of  difficulty. 

Yet,  as  I  said  at  the  outset,  the  time  has  now  arrived  when  the  street  railways  of 
Chicago  should  be  put  on  a  proper  basis,  and  the  equipment  brought  up  to  date.  How 
should  this  be  done? 

Although  the  time  may  not  yet  have  arrived  when  your  city  could  take  over  the 
responsibility,  should  it  be  the  desire  of  your  citizens  to  do  so,  yet  I  think  an  arrange- 
ment might  be  made  now  with  this  end  in  view. 

I  may  be  travelling  beyond  my"  brief  in  making  this  suggestion,  but  I  cannot 
refrain  from  expressing  my  strong  conviction  that  a  serious  attempt  should  be  made  on 
the  part  of  the  municipality  and  the  street  railway  companies  to  arrive  at  a  reasonable 
settlement. 

If  the  street  railway  companies  do  not  seem  inclined  to  be  reasonable,  then,  I  would 
say  to  you,  start  your  municipal  system  without  delay. 

I  cannot,  of  course,  at  this  time  go  into  all  the  details  of  what  I  would  consider  a 
reasonable  settlement.  The  present  companies  must,  of  course,  be  merged  into  one,  so 
that  the  whole  may  be  operated  as  one  complete  system.  All  claims  under  the  ninety- 
nine  years'  franchise  must  be  waived.  There  must  be  one  fare,  and  no  central  loops. 
The  use  of  trailer  cars  should  be  discontinued.  The  present  equipment  would  'require 
in  a  great  measure  to  be  thrown  into  the  scrap  heap,  the  whole  work  of  reconstruction 
being  carried  out  at  the  sight  and  to  the  satisfaction  of  the  city  officers.  The  new 
operating  company  might  be  allowed  a  fixed  time  in  which  to  have  the  whole  system  put 
into  complete  order,  and  afterwards  have  a  franchise  for,  say,  twenty  years,  the 
municipality  having  the  right,  say,  every  five  years,  to  take  possession  on  stated  terms. 

A  percentage  of  the  gross  annual  earnings  should  be  handed  over  to  the  City 
Treasury  to  be  used  for  specific  purposes,  say,  the  upkeep  of  the  streets ;  full  and 
detailed  statements  of  all  income  and  expenditure,  both  on  account  of  capital  and 
revenue,  should  be  produced  annually  by  the  operating  company  to  the  city  officers. 

The  above  are  a  few  points  which  occur  to  me  at  the  moment. 

Under  good,  sound,  economical  management  the  street  railway  system  of  Chicago  is 
destined  not  only  to  be  the  largest  but  the  finest  in  the  world. 

Now,  presuming  that  the  present  companies  are  unwilling  to  meet  you  on  anything 
like  reasonable  terms,  what  is  the  only  course  open  for  you  ?  I  should  say,  undoubtedly, 
to  start  your  municipal  system  on  each  line  as  the  franchises  expire. 

I  should  be  very  sorry,  however,  were  you  forced  to  take  such  a  step,  as,  speaking 
generally,  I  should  say,  from  my  knowledge  and  experience  of  what  it  means  to  operate 
a  municipal  street  railway  system,  that  the  municipalities  of  the  United  States  are  not 
yet  quite  ready  to  successfully  undertake  this  work. 


Iii  your  list  <>f  -|ii.  -'inns  you  ask  some  information  regarding  the  management  of  a 
inuiiicipal  street  railway  system.  I  would  certainly  recommend  that  the  street  railway 
department  lie  managed  liy  a  small  committee  nf  the  City  Gmncil,  to  be  chosen  irrespec- 
tive of  politics,  and  that  tin-  whole  internal  management  lie  placed  under  one  permanent 
officer.  I  have  already  given  you  very  fully  my  views  in  regard  to  the  management 
generally. 

You  are  also  anxious  to  have  my  opinion  in  regard  to  the  system  of  traction.  I 
say,  unhesitatingly,  that  no  other  system  should  be  thought  of  at  the  present  time  than 
the  overhead  trolley.  If  pro|MTly  constructed  it  is  not  unsightly,  it  is  not  dangerous,  it 
is  the  most  reliable,  and  it  is  the  most  economical,  both  to  construct  and  maintain.  To 
instal  the  underground  trolley  in  any  part  of  Chicago  would,  for  various  reasons,  be  a 
scandalous  waste  of  money. 

In  regard  to  the  production  of  power,  it  should  not  be  necessary  for  you  at  the 
outset  to  erect  a  power  station,  but,  when  the  whole  system  is  in  operation,  you  should 
certainly  have  one  central  high-tension  generating  station,  with  sub-stations.  Meantime 
you  should  purchase  your  power. 

In  regard  to  the  fares,  it  is  unlikely  that  your  citizens  would  care  to  change  from 
the  uniform  fare,  with  transfers,  to  the  European  system.  You  cannot  issue  transfers  if 
you  adopt  the  graded  system  of  fares.  The  Adam  Street  route  might,  however,  be  a 
very  suitable  one  on  which  to  test  the  graded  system,  should  you  think  it  desirable 
to  do  so. 

I  do  not  know  that  it  is  necessary  for  me  at  the  present  moment  to  say  more.  If 
you  should  finally  decide  that  there  is  no  other  course  open  to  you  than  to  gradually 
municipalise  your  street  railway  system,  I  shall  let  you  have  every  assistance  in  my 
power  in  regard  to  the  organisation  of  the  various  department*,  such  as  engineering, 
transportation,  and  accounting,  and  in  regard  to  management  generally. 

I  have  again  to  thank  you  and  my  many  friends  in  Chicago  for  the  opportunity 
afforded  me  of  paying  my  tint  visit  to  your  country,  and  for  the  great  kindness  shown  to 
me  while  I  was  in  your  city. 

I  am,  Mr  DKAR  MAYOR, 

Ynura  very  sincerely, 

JAS.  DAUIYM!  l.i: 


Chicago,   10th  July.   1905. 
DALKVMPLE, 

Tramways,  Glasgow. 

Can  you  give  me  fuller  report.     Answer.      Have  written. 

M  NM: 


3. 

Glasgow,  llth  July,  1905. 

IM  tan, 

Chi' 

Cable  recei\f<i.     Will  semi  complete  rejNirt.     Write  me  fully  information  required 
in  view  my  letter. 

DALBTMPL& 


4. 


Mayor's  Office, 
Chicago,  15th  July,  1905. 


JAS.  DALRYMPLE,  Esq., 
Glasgow. 


DEAR  MR.  DALRYMPLE, 

Following  my  cablegram  on  the  subject  of  your  recent  communication 
I  wish  to  say.  while  I  greatly  appreciate  what  you  were  good  enough  to  submit,  I  would 
like  very  much  if  you  should  write  me  at  length  advising  on  the  subject  of  administration 
of  car  lines  by  the  municipality.  Your  great  experience  in  administration  in  Glasgow 
qualifies  you  to  lend  advice  on  that  subject  which  presents  to  us  the  7-emaining  unsolved 
problem.  While  you  touched  on  this  subject  in  your  communication,  I  should  be  pleased 
if  you  would  write  me  now  as  fully  and  with  as  much  detail  as  you  will  on  that  subject. 


Very  truly  yours, 


E.  F.  DUNNE. 


5. 


Corporation  Tramways, 

46  Bath  Street, 
Glasgow,  28th  July,   1905. 


Mayor  DUXNE, 

Chicago,  Illinois,  U.S.A. 


MY  DEAR  MAYOR, 

I  have  just  received  your  letter  of  15th  instant. 

I  will  put  together  some  notes  on  the  details  of  operation  of  a  street  car  service  by 
a  municipality,  and  mail  them  to  you  in  a  few  days. 


Yours  trulv. 


JAS.  DALRYMPLE, 

General  Manager. 


6. 

Corporation  Tramways, 

46  Bath  Street, 
Glasgow,  29th  August,  1905. 

Hon.  ED.  F.  DUNNE, 

Mayor  of  Chicago, 

Chicago,  U.S.A. 

MY  DEAR  MAYOR, 

Since  I  received  your  letter  of  15th  July  I  have  been  exceedingly 

busy,  and  have  just  to-day  managed  to  dictate  a  few  notes  on  the  administration  of  a 
street  railway  department  by  a  municipality. 

I  had  thought  of  putting  this  information,  which  I  had  given  you  when  in  Chicago, 
into  the  shape  of  a  report  in  the  first  instance,  but  I  decided  that  it  might  be  better  to 
wait  until  you  had  obtained  from  the  citizens  the  necessary  authority  to  start  a  municipal 
car  service,  as,  after  you  had  actually  commenced  the  construction  of  your  new  system, 
some  considerable  time  would  elapse  before  the  municipality  could  begin  to  operate 
the  cars. 


As  desired,  however,  I  have  very  great  pleasure  in  sending  you  the  enclosed  notes. 
They  are  very  scrappy  and  hurriedly  put  together,  and  there  will,  no  doubt,  be  a  great 

v  details  on  which,  as  you  proceed,  you  will  desire  further  information.  You  have 
merely  to  drop  me  a  note,  and  I  shall  let  you  have  whatever  information  1  have  at  iny 
disposal. 

Mia  City  Council  a  week  or  two  ago  approved  of  the  report  of  our  Street  Railway* 
i  "ilttce  for  the  year  to  31st  May  last.  I  immediately  sent  you  on  a  copy  of  same, 
as  our  latest  figures  may  be  of  interest  to  you.  We  have  had  a  very  successful  year. 
Although  our  system  is  the  largest  in  Britain,  and  is  still  trowing,  it  is  but  a  very  small 
affair  compared  with  your  Chicago  system. 

I   also  send  you  a  statement  on  the  "  Selection   and   Training  of  Moionnen  and 

nctors."  Tou  should  be  very  particular  in  this  regard,  as  a  very  great  deal  depends 
on  the  way  your  men  are  selected.  A  general  manager  cannot  be  too  careful  in  this 
respect. 

ist  that  you  will  be  successful  in  giving  to  Chicago  the  street  railway  service 
winch  I  feel  she  ought  to  have. 

Hoping  to  hear  from  you  whenever  you  consider  that  I  can  give  yon  nn\  informa- 
tion which  may  be  of  service  to  you, 

I    *m.    Mi     I'm.    M  •.  • 

Yours  very  sim-i-rely, 

JAS.    DALKVM 

•  rat 


NOTES 


ON    THF 


ADMINISTRATION   OF  A  STREET  CAR  SERVICE 
BY  A  MUNICIPALITY. 


CO  NT  KNTS. 


I      City  Council.  I'- 

ll. —  i'nuis)M,i-iation  (.'nmniittii- 

Sub  <  'oniinittee  on  Finance,     ... 
SuU  Committee  on   K\t.  -11-1011-. 

.HI  St.,rps  ................  I"1 

-  on 


III.     (ii-n.-nil  Man.-ijff 

• 

iv     «...  ,  ,1  suiir.       ...  ..  "• 

V  -S-|ii-tii>n  ami  TrnininL  ...                                                  '''• 

\'\        \V..rkMi-  Hours.  ]« 

VI!                   ..Ilii-tion.  ...  17 

VIII.      I'ow.-i  Station.  ..  ...                         ...                         17 

IX.     TriM-k. 

\            (HiTMl-llll     lV|llll>IMi-llt.  ..  ..                                        ...                  Is 

XI.  -Main-  .in.l  Cal.l.-s.    ..  18 

XII.-CurK.'  !>• 

XII!        Workshops.  I  «i 

XIV      «:..„.  ;.,!  st-,,vs.  ..  19 

XV.      I'.vUw-.  Ul 

XVI.      A,-,-H,.|it  flan,,-.  !'» 

XVII.      Aiiniiiil  Financial  Suu'inont.  ..  ...          -° 

XVIII.      Fri.-ndly  So.-i.-tv.  20 

XIX.      Sii|n-raniiuation.       ...  ...  ...           ...           'JO 


IB 

7. 

I. — Cmr  COUNCIL. 

Tin-   administration   of  the  Street    Railway    Dcp.n  uncut    should    lie   entirely   under 
i In-  control  of  the  City  Council.     They  should  appoint  annually   from   their  number  a 
TraiiKpoitation  Coiriinittee,  and  should  a!-..  .ippo.nt   il,,-  (Jeiieral  Manager.     All  mil 
of  the  Transportation  Conniiitte<-  shoiikl  lie  regularly  submitted  to  the  City  Council  foi 
Approval. 


II.     Ti.  \N-I-OKTATIOJI  COMMITTKB. 

MIC   City   Council   should   appoint   annually   from   their   niiinlier  a 

Tians|Mirtati«>n  Committee,  consisting  of.  say.  from  twelve  to  fifteen  inuinlwrh.  This  eom- 
mittee  K|KHI|I|  cany  mit  the  work  of  tin-  Sti.-et  Hallway  Department,  like  the  board  of 
director*  of  a  private  corporation.  A  regulai  meeting  of  this  committee  might  !••• 
In-Ill  *ay.  every  fortnight — for  tin-  transaction  of  all  business  in  connection  with  the 
operation  of  the  car  service.  This  committee  should  consider  all  suggestion*  which  may 
lie  made  to  the  City  Council  in  regard  i«.  the  opciation  of  the  car  service.  This 
mittev  ini^'lit.  with  advantage.  ap|xiint  the  following  xiih-coniinittee« : — 

(1)  Sub-Committee  on  Finance. 

(2)  Sub-Committee  on  Extensions. 

( 3 )  Sub-Committee  on  Stores. 
^lib-Committee  on  Staff. 

All  matter*  referred  to  these  Kul.-conmiitteeii  ihould  be  approved  by  the  p.' 

committee. 

tub-Committee  on  Pittance. — The  Sub-Committee  on  Finance  would  carry  through 
all  financial  transactions,  pan  all  account*  for  payment,  and  receive  report*  from  the 
i.cncrul  Manager  regarding  the  revenue  and  expenditure  <>f  the  undertaking.  They 
would  als,,  prepare  i.-|«.it»  and  issue  annual  financial  statement.  Thin  lub-committev 
would  also  effect  all  insurances.  It  would  also  see  that  all  revenue  was  duly  accounted 

ml  lodged  in  bank.  All  l>orrowing  on  capital  account  would  also  come  under  thin 
committee,  which  would  sec  that  all  payment*  for  interest  and  vinking  fund  weic 
properly  applied.  It  might  be  well  also  to  remit  to  this  committee  any  proposed  altera- 
tion of  fare*,  and  the  collection  of  same. 

Sub-Committee  on  Krtention*. — All  proposals  regarding  extensions  of  the  system 
should  l>e  remitted  to  this  committee  for  consideration  and  report.  Any  negotiations 
which  might  be  rendered  necessary  on  account  of  any  extensions  of  the  system  might  be 
i  ;i tried  through  by  this  sub-committee.  This  sub-committee  might  also  take  in  charge 
the  obtaining  of  the  necessary  powers  for  making  extensions  of  the  system,  and  alxo 
any  suggestion  regarding  the  fixing  or  alterations  of  routes. 

titio-Committee  on  Store*. — This  sub-committee  could  take  charge  of  the  drawing  out 
<>t  specifications  and  schedules  for  the  carrying  out  of  any  work  for  the  department, 
and  also  for  the  purchase  of  material  and  supplies.  This  subcommittee  would  see 
that  all  requirements  were  duly  advertised  in  accordance  with  the  Standing  Orders  of 
ill--  City  Council.  They  would  meet  regularly  to  open  all  offers  and  to  consider  same. 
Their  recommendation  for  the  acceptance  of  offers  would,  of  course,  be  submitted  to  the 
p.iicnt  committee  for  approval. 

1 '••mini  i  iff  on  Staff. — This  sub-committee  could  consider  all  salaries  and  wages, 
hours  of  labour,  and  general  conditions  of  service.  All  applications  by  members  of  tin- 
staff  for  increase  of  wages,  <vc.,  could  be  remitted  to  this  sub-committee  for  considera- 
tion and  report. 

III. — GENERAL  MANACKK. 

It  would  be  a  mistake  for  you  to  take  a  single  step  in  the  organisation  of  the 

'    ilway  Department   until  you  had  first   of  all  secured  the  services  of  a  General 
»_'er.    who   would   l«-   the   adviser   of   thu   Transportation   Committee   and   the   City 
Council  from  the  verv  start. 


16 

As  indicated  in  my  letter  to  you,  the  General  Manager  should  be  appointed  by,  and 
be  directly  responsible  to,  the  City  Council  through  the  Transportation  Committee.  He 
should  be  a  man  who  has  had  experience  in  dealing  with  large  bodies  of  workmen,  and 
a  good  organiser.  If  possible,  you  should  secure  a  man  who  has  had  experience  in  the 
operation  of  a  large  street  railway  undertaking.  He  should  have  absolutely  no  con- 
nection with  any  political  party,  and  his  appointment  should  be  made  solely  on  account 
of  his  fitness  for  the  position.  The  success  or  failure  of  the  undertaking  depends  in  a 
very  large  measure  on  the  manner  in  which  the  General  Manager  carries  out  his  duties. 
You  will,  no  doubt,  see  that  it  would  be  impossible  to  secure  the  best  man  for  the  position 
unless  he  has  an  agreement  over  a  period  of  years,  and  is  made  entirely  independent  of 
all  changes  in  the  City  Council.  The  City  Council  should  give  the  General  Manager 
complete  control  of  the  whole  staff.  He  should  be  held  personally  responsible  for  the 
good  conduct  of  those  under  him.  He  should  be  absolutely  free  to  engage  and  discharge 
hie  men. 

IV. — GENERAL  STAFF. 

Under  the  General  Manager,  and  directly  responsible  to  him,  there  should  be  three 
heads  of  departments  —  first,  the  Chief  Engineer  ;  second,  the  Traffic  Superintendent ; 
and,  third,  the  Financial  Superintendent.  The  Chief  Engineer  will  require  the  assistance 
of  an  Electrical  Engineer,  who  shall  be  directly  responsible  for  all  the  electrical  plant ; 
a  Mechanical  Engineer,  who  shall  be  directly  responsible  for  the  workshops ;  a  Civil 
Engineer,  who  will  be  charged  with  the  upkeep  of  the  permanent  way;  and  a  Draughts- 
man. The  Traffic  Superintendent  shall  have  charge  of  the  car  service  and  all  the  car 
service  employees,  such  as  inspectors,  timekeepers,  motormen,  conductors,  &c.  He  will 
be  responsible  for  the  conduct  of  all  under  his  charge.  He  should  personally  engage 
all  the  traffic  staff,  and  should  also  be  responsible  for  the  disciplining  of  his  men.  The 
time-tables  for  the  operation  of  the  cars  and  the  laying  out  of  new  routes  will  also  come 
under  his  charge.  He  will  receive  all  reports  from  the  inspectors  on  the  road,  and  also 
from  motormen  and  conductors,  &c.,  and  will  take  general  charge  over  all  matters 
relating  to  the  operation  of  the  cars.  The  Financial  Superintendent  shall  have  under 
him  an  Accountant,  with  a  book-keeping  staff,  cashier,  pay  clerks,  purchasing  clerks, 
correspondence  clerks,  &c.  He  will  be  responsible  for  the  conduct  of  the  General  Office, 
and  the  preparation  and  checking  of  all  financial  statements  required  by  the  General 
Manager. 

V. — SELECTION  AND  TRAINING  OF  STAFF. 

In  the  organisation  of  a  municipal  street  railway  department  a  very  great  deal 
depends  on  the  arrangements  that  are  made  for  the  selection  and  training  of  conductors 
and  motormen,  and  also  on  the  standard  of  efficiency  that  is  set  up  and  maintained. 
From  the  separate  print  which  I  send  you,  you  will  get  full  details  as  to  our  methods 
of  selection  and  training  in  Glasgow.  The  system  we  have  adopted  is  working  admirably. 
It  will  very  likely  be  necessary  for  you  at  the  outset  to  begin  operations  with  men  who 
have  had  experience  in  street  railway  work,  but  very  soon  your  General  Manager  will 
find  it  to  be  to  your  advantage  to  engage  young  men  and  train  them  himself.  We  in 
Glasgow  rarely  engage  a  man  who  has  been  in  street  railway  work  before,  and  we  have 
made  it  a  rule  never  to  re-engage  a  man  who  has  been  in  our  service.  A  strict  medical 
examination  you  will  find  to  be  absolutely  necessary,  and,  as  you  will  find  no  difficulty 
in  obtaining  applications  from  suitable  young  men,  you  will  be  able  to  fix  the  standard 
very  high.  We  engage  all  our  men  on  the  understanding  that,  after  serving  for  a  few 
months  conducting  a  car,  they  must,  when  asked,  go  through  the  motor  school  and 
learn  to  drive  a  car.  If  a  man  fails  to  qualify  as  a  motorman,  he  has  to  leave  the 
service. 

VI. — WORKING  HOURS. 

The  working  hours  of  the  traffic  staff  in  Glasgow  work  out,  on  an  average,  at  nine 
hours  per  day.  The  staff  work  any  six  days  out  of  the  seven.  When  we  started  operations 
we  allowed  the  men  to  work  seven  days  if  they  chose,  but  now  we  have  a  strict  rule 
in  force  that  no  man  is  to  be  allowed  to  work  more  than  six  days  per  week.  We  find 
this  a  very  good  rule,  and  it  is  strictly  adhered  to.  Our  time-tables  for  the  operation 


17 

of  the  car*  are  vi  :  ''y  drawn  <>m.  so  that   nearly  all  mir  men  finish  their  (lay's 

work  within  twelve  hours:  that  is  to  say,  from  tin-  time  of  re|iorting  in  tin-  morning  till 
the  time  that  a  man  is  relic'  lit  should  nut  e \ceed  twelve  hours.  In  a  few  instances 

the  spread-over  reaches  fourteen,  or  in  one  or  two  cases  fifteen,  hours:  lint  these  come  in 
thu  cycle  of  duti.--  .nd  cannot  very  well  lie  avoided.  We  endeavour  t« 

a   man    four   ami   a-half   hours  on   <luty    !•  -liift,    so   that    eveiy    man    is   relieved 

about  the  middle  of  his  nine  hours'  work.     Of  •  ikshop  staff  and  all  artisans 

employed  in  the  department  work  whatever  hours  are  fixed  for  the  time  l>eiiig  by  the 
different  t radon.  The  Corporation  always  pay  what  is  recognised  as  the  trade*  union 
rate  of  wage*,  and  where  no  union  rate  exists  we  pay  whatever  is  recognised  an  a  fair 
wage  in  the  district. 

VII.  — FARE  COLLBCTIOX. 

The  American  system  of  fare  collection  is.  of  course,  entirely  different  from  that 
in  general  use  in  this  •  <>ur  system  of  graded  fare*  necessitate*  a  much  more 

complicated  system  of  check  than  is  necessary  where  there  is  one  uniform  fare.     It  is 
generally  admitted,  however,  l>y  your  street   railway  men  that  your  system  of  check  is 
very  deficient.     With  our  system  of  check  I  l>elieve  we  get  the  money  that  is  collected 
by  the  conductors,  whereas  with  your  system  it  is  generally  recognised  that  • 
railway  corporation*  do  not  get  all  the  money  from  the  conductors  that   they  collect 
from  passengers.     <  >ur  route*,  a*  you  know,  are  divided  into  stages  of  rather  over  i 
mile  each  on  the  avci;r_-  '  these  stages  a  passenger  pays  one  cent.     If  he 

desires  to  travel  further,  he  can  travel  over  any  four  consecutive  halfjxjuny  stage*  for 
two  cent*,  any  six  stages  for  three  cents,  any  eight  stage*  for  four  cents,  Ac.  Whenever 
a  passenger  pay*  his  fare,  the  conductor  punches  a  ticket  in  the  section  orer  which 
the  passenger  is  entitled  to  travel.  The  passenger  is  bound,'  so  long  as  he  is  on  the 
car,  to  retain  this  ticket,  and  exhibit  it  to  the  conductor  or  inspector  when  asked  to  do 
so.  The  conductor's  lx.-11-punch  registers  the  numlici  of  passengers  he  has  carried.  The 
conductor  is,  in  addition,  responsible  :  ticket  which  he  receives,  and  the 

inspectors  on  the  route  board  the  cars  frequently   ii  ••  ascertain  that  < 

passenger  is  in  possession  of  a  ticket,  and  is  travelling  on  the  *•  which  he  has 

paid.     We  endeavour  to  make  the  check — both  on  the  .conductor  and  the  passenger — 
as  complete  and  perfect  as  ponible,  and  in  Glasgow  we  find  no  difficulty  in  getting  the 
people  to  co-operate  with  the  department   in  this  connection.     In  Clasgow  we  have  no 
transfers — indeed,  with  our  system  of  tickets  and  the  division  of  our  route*  into  stages 
transfers  are  really  not  necessary;  and,  in  fact,  it  would  l>e  very  difficult  to  carry  out  a 
transfer  system.     In  introducing  a  municipal  car  service  into  Chicago,  you  cannot  be 
too  careful  in  obtaining  very  full  powers  to  deal  with  passenger*  in  connection  «itl 
offences  against   your  rule*  and   regulations.       Our  judges  here  uphold   the  di  ; 
in  enforcing  our  rules.     Only  the  other  day  a  passenger,  when  a*ked  by  the  inspector 
to  show  his  ticket.  pointed  to  the  floor  of  the  car  and  said  his  ticket  was  there,  and 

he  (the  inspector)  could  pick  it  up  and  look  at  it  if  he  pleased.  The  inspector 
refused,  and  asked  the  passenger  to  pay  again.  This 'he  would  not  do.  He  was 
summoned  to  appear  at  the  Police  Court,  and  was  tincd  1-5  dollars  for  not  paying  his 
faro.  It  would  lie  very  unfortunate  for  a  municipality  working  a  street  railway  to 
have  any  looseness  in  the  fare  collection,  as  any  slackness  might  lead  to  abuses  which 
would  result  in  very  heavy  losses.  It  is  worth  a  very  great  deal  of  trouble  to  be  able 
to  keep  the  staff  honest.  Your  people  in  Chicago  might  consider  that  any  system  such 
as  I  have  described  might  be  a  step  backwards.  \\  •  r.  knowing  what  the  results 

might  be,  would  not  think  for  a  moment  of  relaxing  our  check  in  the  slightest  degree. 

VIII.— POWER  STATION. 

There  are  only  a  very  few  municipalities  having  a  separate  power  station  for  the 
street  railways;  the  usual  plan  is  to  have  a  combined  lighting  and  traction  station,  tin- 
station  being  under  the  charge  of  the  City  Electrical  Engineer,  ti  Railway 
Department  simply  requiring  to  pay  a  price  per  unit  for  the  power  used.  In 
Glasgow,  however,  and  in  several  of  the  other  larger  cities,  the  Street  Railway  Depart- 
ment has  its  own  power  station.  For  our  system,  which  is  designed  for  about  250  miles 
of  single  track  and  900  cars,  we  have  a  power  station  with  a  total  capacity  of  about 
I  l.nuo  kilowatts,  with  a  staff  of  100  men.  We  have  high-tension  current  at  6.500  volts, 


18 

converted  at  five  sub-stations  to  500  volts  direct  current.  The  power  station  is  under 
the  charge  of  a  Superintendent,  who  is  responsible  to  the  Chief  Engineer.  You  will  find 
our  power  costs  fully  detailed  in  tke  annual  report  for  1905,  copy  of  which  has  already 
been  sent  you. 

IX.— TRACK. 

It  will  be  necessary  for  you  to  organise  what  we  call  a  permanent  way  staff  for  the 
maintenance  of  your  track.  Under  a  municipal  street  car  system  the  track  is  very 
often  under  the  City  Engineer,  and  the  annual  cost  of  the  maintenance  is  charged  to 
the  Street  Railway  Department.  In  the  larger  cities,  however,  it  is  usual  for  the 
permanent  way  staff  to  be  under  the  charge  of  the  Street  Railway  Department.  In 
Glasgow,  in  addition  to  maintaining  the  track,  we  frequently  lay  extensions  of  the  track 
by  our  own  staff.  As  a  rule,  however,  we  do  all  extension  work  by  contract.  In  order 
to  keep  the  track  in  perfect  order  a  very  large  staff  is  required.  We  have  at  present 
rather  over  150  miles  of  single  track,  and  we  have  altogether  in  our  Permanent  Way 
Department  about  650  men.  These  men  are  divided  into  squads  of  various  sizes,  each 
squad  being  responsible  for  the  maintenance  of  the  lines  in  a  certain  district.  Each 
squad  is  under  the  charge  of  a  separate  foreman,  the  whole  being  under  a  civil  engineer, 
who  is  responsible  to  the  Chief  Engineer. 

X.— OVERHEAD  EQUIPMENT. 

Another  department  of  the  service  is  the  staff  charged  with  the  erection  and  main- 
tenance of  the  overhead  equipment.  This  staff  is  divided  into  three  sections — 

(1)  The  staff  charged  with  the  construction  of  the  overhead  equipment  for  new 

lines.     We  do  all  this  work  by  our  own  staff; 

(2)  The  maintenance  staff,  which  is  continually  on  the  road  inspecting  the  wires ;  and 

(3)  The  emergency  staff,  which  is  at  call  should  any  part  of  the  overhead  equipment 

give  way. 
Each  of  these  squads  is  under  a  foreman,  who  is  responsible  to  the  Chief  Engineer. 

XI. — MAINS  AND  CABLES. 

The  upkeep  of  the  mains  and  cables,  as  well  as  the  electrical  equipment  at  the 
power  station  and  sub-stations,  is  under  the  control  of  the  Electrical  Engineer.  The 
mains  and  cables  staff  not  only  look  after  any  faults  in  the  cables,  but  they  lay  all  new 
work,  as  we  prefer  to  do  this  work  by  our  own  staff. 

XII.— CAR  BARNS. 

We  find  that  the  most  suitable  size  for  a  car  barn  is  to  have  accommodation  for 
from  150  to  200  cars.  In  designing  your  car  barns,  you  should  make  near  the  entrance 
gate  a  commodious  office  for  the  accommodation  of  the  motormen  and  conductors  and 
the  traffic  staff  generally.  In  a  car  barn  holding,  say,  200  cars,  it  is  necessary  to  have 
an  office  measuring  about  720  square  feet.  There  should  also  be  a  store  for  the  material 
used  by  the  repair  staff,  a  fitters'  workshop,  and  a  room  for  the  cleaners,  where  the  men 
can  store  their  cleaning  material,  brushes,  &c.  Ample  kitchen,  lavatory  accommodation, 
and  baths  should  also  be  provided.  We  have  also  in  our  car  barns  a  large  recreation 
room,  fitted  up  with  gymnastic  appliances,  tables,  chairs,  draughts,  chess,  bagatelle,  &c. 
At  all  our  car  barns  there  are  car  pits  almost  over  the  whole  barn  for  convenience  in 
inspecting  and  repairing  trucks  and  motors.  Our  most  recently  constructed  barn  has 
accommodation  for  180  cars,  and  covers  14,747  square  yards.  The  cost  of  the  land  was 
25,000  dollars,  and  the  cost  of  the  building  was  127,000  dollars.  The  staff  at  the  barn 
is  made  up  as  under — 

Traffic  Staff.  Repair  Staff.  Cleaning  and  Oiling. 

Motor-men  and  Conductors,       335     Foreman  Fitter,    -         1     Car  Cleaners,  -       48 

Depot  Clerks,    •  3     Fitters,  4     Greasers,  3 

Pit  Cleaners,  3     Truckmen,    -  4     Sandman,  1 

Controllermen,  3 

Handyman,  -  1 

;i!  1  13  52 


19 


XIII.— WORKSHOPS. 

It  is  advisable  to  have  one  general  workshop  fo»  the  maintenance  of  the  ro! lin- 
stock and  all  plant  connected  with  the  street  car  service.  We  in  Glasgow  have  a 
workshop  covering  an  area  of  over  25,000  square  yards.  We  started  at  first  on  a  much 
smaller  scale,  but,  as  we  had  secured  the  ground,  we  were  enabled  from  time  to  time  to 
eitend  our  premises,  which  now  cover  all  the  ground  originally  purchased.  In  this 
workshop  we  not  only  do  repair  work,  but  we  have  built  all  the  700  can  belonging  to 
the  department.  In  addition  to  the  general  store,  which  is  adjacent  to  the  workshop, 
we  have  a  sawmill,  car  building  shop,  repair  shop,  paint  shop,  blacksmiths'  shop,  and 
fitters'  shop.  All  these  departments  are  equipped  with  the  most  modern  machine  tools. 
Each  department  is  under  the  charge  of  a  foreman,  the  whole  workshop  being  under  a 
General  Works  Manager,  who  is  responsible  to  the  Chief  Engineer  for  the  conduct  of  bis 
depart  incut.  The  staff  employed  at  present  numbers  over  500. 


XIV.— GENERAL  STORM. 

You  will  find  it  of  very  great  service  to  equip  a  Urge  general  store  where  all 
material  and  supplies  should  be  delivered  for  distribution  throughout  your  system. 
The  general  store  should,  if  possible,  be  adjacent  to  your  workshops,  and  should  be 
under  the  charge  of  a  competent  storeman.  I  have  already  given  you  *  copy  of  our 
Standard  List  of  Stores.  Since  we  issued  this  list  we  have  found  that  the  dealing  with 
•tores  has  been  very  much  simplified.  Each  foreman  who  is  requisitioning  for  stores 
has  a  copy  of  this  list,  and  he  has  simply  to  quote  the  Standard  List  number  and  there 
is  no  dubiety  as  to  the  material  he  wishes.  These  particulars  are  all  fixed  to  the 
different  partitions,  both  in  the  general  store  and  also  in  the  subsidiary  stores  at  each 
of  the  car  barns.  1  have  already  supplied  you  with  a  copy  of  each  of  the  forms  which 
we  use  in  connection  with  the  requisitioning  and  despatching  of  material  from  the 
general  store. 

X  V.— BTK-LAWB. 

In  the  book  of  rules  and  regulations  for  the  staff  which  I  left  with  you,  you  will 
find  what  we  call  our  bye-laws,  giving  the  different  offences  which  are  punishable  by 
fine  or  imprisonment.  By  the  Acts  authorising  the  municipality  to  operate  the  *• 
railways  we  are  empowered  to  make  these  bye-lawg.  The  bye-laws  must  first  of  all  lie 
confirmed  by  the  Sheriff  before  they  can  be  carried  into  effect.  It  is  of  very  great 
importance  that  the  street  railway  department  of  a  municipality  or  a  private  corpora- 
tion operating  a  street-car  service  should  have  the  assistance  of  the  police  and  the 
Courts  in  enforcing  these  bye-laws.  It  might  be  worth  your  while  to  take  a  look  through 
our  bye-laws,  to  compare  the  powers  which  we  possess  with  those  of  the  street  railway 
companies  of  Chicago. 

X  VI.—  ACCIDENT  CLAIMS. 

This  part  of  the  work  of  a  street  railway  department  is  becoming  a  very  important 
one,  as  it  costs  a  very  large  sum  annually  to  settle  accident  claims.  In  the  United 
States  I  found  that  the  street  railway  companies  were  even  worse  than  we  are  here. 
Our  practice  in  Glasgow  has  been  to  insure  against  accident  claims.  The  private 
corporation  which  has  taken  this  work  in  hand  has  a  room  in  the  office  of  the  depart- 
ment, and  all  reports  and  claims  are  immediately  handed  over  to  the  insurance  officials, 
who  investigate  all  accidents  and  settle  or  contest  all  claims.  Last  year  we  paid  a 
premium  amounting  to  about  75,000  dollars.  This  covered  us  for  claims  in  connection 
with  any  single  accident  amounting  to  12,500  dollars,  and  an  annual  total  of  125,000 
dollars.  We  consider  that  it  is  much  better  for  a  municipality  to  give  this  work  into 
the  hands  of  a  private  corporation  than  for  the  claims  to  be  settled  l>y  tin-  Transporta- 
tion Committee,  and  possibly  discussed  by  the  City  Council.  The  work  should  only  be 
undertaken  by  the  Street  Railway  Department  if  the  General  Manager  is  given  full 
powers,  so  that  accident  claims  would  not  fall  to  be  discussed  by  the  Transportation 
-Committee  and  the  City  Council. 


20 

XVII. — ANNUAL  FINANCIAL  STATEMENT. 

In  Glasgow  we  have,  from  the  very  first,  issued  a  very  full  annual  report  and 
financial  statement.  I  have  already  handed  you  a  set  of  these  reports  from  1894,  when 
we  began  to  operate  the  street  railways,  and  have  since  my  return  sent  you  a  copy  of 
the  report  for  the  year  which  has  just  closed.  The  form  of  our  income  and  expenditure 
statement  and  also  of  our  capital  account  is  almost  exactly  the  same  as  that  which  has 
been  adopted  by  the  street  railway  corporations  of  America.  I  think,  in  issuing  your 
annual  statement,  you  could  not  do  better  than  have  it  prepared  on  the  American  form 
— which,  as  I  have  said,  is  practically  the  same  as  our  own.  It  is  necessary,  of  course, 
to  make  a  slight  difference  in  the  allocation  of  the  net  revenue,  but  this  does  not  in 
any  way  affect  the  question.  You,  of  course,  are  issuing  the  accounts  of  a  municipality, 
which  are  necessarily  slightly  different  from  those  of  a  private  corporation. 

XVIII. — FRIENDLY  SOCIETY. 

I  think  you  would  find  it  to  be  very  advantageous  to  inaugurate  a  friendly  society 
among  the  men  belonging  to  the  Street  Railway  Department.  In  Glasgow  we  have 
had  a  very  flourishing  friendly  society  for  a  number  of  years,  membership  being  quite 
optional.  Out  of  a  total  staff  of  4,400,  we  have  3,370  members.  The  non-members 
are  chiefly  artisans  who  have  their  own  trades  societies  and  the  lower  class  of  labourers. 
Practically  all  the  traffic  staff  are  members.  We  consider  that  this  society  has  been  a 
great  assistance  to  the  department  and  to  the  staff  in  many  ways.  It  induces  the  men 
to  remain  with  the  department  and  take  an  interest  in  their  work.  I  have  already 
given  you  copies  of  our  friendly  society  reports  and  also  of  our  rules  and  regulations, 
and,  I  think,  a  set  of  forms.  Nearly  all  the  municipal  tramways  in  this  country  are 
now  forming  friendly  societies,  and  I  think  it  would  be  well  for  you  to  go  fully  into 
this  question.  You  will  see  from  the  rules  that  in  Glasgow  each  member  pays  12  cents 
per  week  to  the  funds  of  the  society,  and  the  department  adds  6  cents.  When  a  member 
is  off  through  sickness,  on  a  doctor's  certificate,  he  receives  15s.,  or  about  3'60  dollars, 
per  week  for  the  first  six  months;  10s.,  or  about  2'40  dollars,  for  the  second  six  months; 
and  5s.,  or  about  1'20  dollars,  for  the  second  year.  He  also  receives  medical  attendance 
and  medicines  free  of  charge.  Admission  lines  to  infirmaries  and  convalescent  homes 
are  also  available  for  members  and  their  families. 


XIX. — SUPERANNUATION. 

It  would  be  advisable  also  to  institute  a  superannuation  fund,  which  can  be 
accumulated,  so  that  it  will  be  possible  to  grant  a  small  weekly  allowance  to  members 
of  the  staff  who,  after  long  service,  may  have  become  unfit  for  work.  We  have  instituted 
such  a  fund  in  Glasgow,  and  we  are  accumulating  it  as  speedily  as  possible.  To  this 
fund  two  cents  per  week  per  member  are  contributed  by  the  members  of  the  society. 
These  two  cents  are  taken  from  the  twelve  cents  contributed  to  the  friendly  society,  and 
the  department  adds  another  two  cents.  This  fund  does  not  come  into  operation 
until  1911.  A  municipality  cannot  throw  off  its  old  and  infirm  servants  as  a  private 
corporation  can  do,  and,  therefore,  it  is  well  to  make  provision  for  them. 


8. 

Resolved  that  Mr.  James  Dalryrnple  be  requested  to  furnish  his  views 
on  the  local  transportation  question  of  the  City  of  Chicago. 

The  above  resolution  was  adopted  at  the  meeting  of  the  Local  Transportation  Com- 
mittee held  in  the  Committee  Rooms  of  the  City  Hall,  Tuesday,  November  twenty-eighth, 
Nineteen  hundred  and  five,  at  ten  o'clock. 

Approved. 

(Sgd.)         LINN  H.  YOUNG, 
Acting  Chairman. 


II 

8tat«-  of  Illiiini-. 

County  of  Co.,k.  >  - 

I,  A.  C.  Anson,  City  Clerk  ol  the  City  Chicago,  do  hereby  certify  that  the  above 
and  foregoing  is  a  true  and  correct  copy  of  the  resolution  adopted  by  the  City  Council 
of  the  City  of  Chicago  on  the  4th  day  of  December,  A.D.  1905,  original  of  which 
resolution  is  filed  in  this  office,  and  that  I  am  the  lawful  custodian  of  the  same. 

Witness  my  hand  and  the  corporate  seal  of  the  City  of  Chicago,  this  5th  day  of 
December,  A.D.  1905. 

A.  C.  ANSON. 
City  f'l'.-k. 


9. 

.  Chambers, 

GlMgow,  1  Mli  .January,  1906. 
Mayor  EDWARD  F.    I ' 

.r's  Office,  Chicago. 

SIR, 

TRAMWAYS 

I  am  instructed  by  the  Tramway*  Committee  of  the  Corporation  to 
refer  to  the  recent  communications  addressed  to  you  by  the  General  Manager  of  the 
Corporation  Tramways,  and  to  intimate  that  the  City  Council  of  the  City  ..f  Chicago 
have  requested  the  Corporation  to  furnish  them  with  the  views  of  Mr.  James  Dalrymple, 
the  General  Manager  of  the  Tramways,  on  the  local  transportation  question  of  the  City 
of  Chicago. 

When  the  Corporation,  on  receipt  of  the  cablegram  from  you  on  April  last,  granted 
permission  to  Mr.  Dalrymple  to  visit  Chicago  and  report  upon  the  tramways,  they 
clearly  understood  that  the  request  came  from  you,  not  as  an  individual,  but  as  the 
Mayor  of  the  city,  and  this  opinion  is  confirmed  by  the  terms  of  the  following  cablegram 
sent  to  you  in  reply : — 

"  Mayor,  Chicago,  U.S.A.  Corporation  of  Glasgow  unanimously  and  cordially  agree 
to  rrqnrtt  of  your  municipality.  Tramways  Manager  unable  to  leave  before 
10th  May.  Letter  follows.  Lord  Prorort." 

The  Tramways  Committee,  however,  are  now  led  to  understand  that  you  claim  that 
the  request  was  made  by  you  as  a  private  individual,  and  I  am  instructed  to  say  that,  if 
this  had  been  made  clear  to  the  Corporation,  there  is  little  likelihood  that  the  applica- 
tion would  have  been  granted. 

The  Corporation  fully  expected  that  any  report  made  by  their  (General  Manager 
would  have  been  accessible,  not  only  to  the  Council  of  Chicago,  but  to  the  members  of 
this  Corporation.  The  General  Manager,  however,  hat  refrained  from  submitting  to 
my  committee  his  report  until  you  had  ample  opportunity  of  first  submitting  it  to  the 
Council  of  Chicago. 

The  Corporation  have  at  all  times  been  willing  to  assist  other  municipalities  in 
allowing  their  officials  to  advise  and  confer  with  these  municipalities,  and  the  committee 
do  not  see  how  they  can  longer  delay  complying  with  the  application  addressed  to  them 
by  the  Council  of  Chicago. 

I  have,  therefore,  been  instructed  to  say  that,  unlesa  you  are  prepared  to  submit 
Mr.  Dalrymple's  report  to  the  Council  of  Chicago,  or  to  show  good  reasons  why  it  should 
not  be  submitted  to  them,  or  to  the  members  of  my  Corporation  here,  the  committee 
will  feel  they  have  no  alternative  but  to  ask  Mr.  Dalrymple  to  make  a  report  to  the 
Chicago  Council  as  desired,  and  also  to  furnish  a  copy  thereof  to  the  members  of  this 
Corporation.  I  shall  be  pleased  to  hear  from  you  by  return  of  post,  or,  preferably, 
by  cable. 

I  am,  SIR, 

Your  obedient   Servant. 

A     \V.   MY  I. 
Totrn-Cltrt. 


22 

10. 

Mayor's  Office, 

Chicago,  January  30th,  1906. 
A.  W.  MYLES,  Esq.,  Town-Clerk, 

City  Chambers,  Glasgow,  Scotland. 

Sm, 

Your  favour  of  the  18th  inst.  to  hand.  I  regret  exceedingly  that 
the  Corporation  of  Glasgow  misunderstood  the  terms  of  my  cablegram  to  the  Lord 
Provost  of  5th  April,  1905,  which  read  as  follows: — 

"  LORD  PROVOST,  Glasgow. 

"  Chicago,  first  great  city  America,  following  lead  Glasgow,  declares  for  munici- 
palisation  street  cars  by  twenty-five  thousand  majority.  Will  you  give  manager  of 
your  municipal  tramways  vacation  thirty  days  to  visit  Chicago  to  confer  with  me? 
All  expenses  first>class  travel,  hotel  bills,  &c.,  will  be  paid  by  me.  Answer  my 
expense. 

"  EDWARD  F.  DUNNE,  Mayor-Elect  of  Chicago." 

At  the  time  I  sent  this  cablegram  I  was  not  Mayor  of  Chicago,  did  not  know  the 
name  of  your  tramway  manager,  had  no  authority  to  invite  on  behalf  of  the  municipality 
or  incur  any  expense  for  the  Corporation.  I,  therefore,  plainly  indicated  that  I  would 
be  personally  liable  for  all  the  General  Manger's  expenses,  and  that  he  would  be  my 
personal  guest.  This  seemed  to  be  clearly  understood  by  Mr.  Dalrymple.  Before  he 
left  Glasgow  I  forwarded  to  him  exchange,  the  proceeds  of  300  dollars,  paid  for  out  of  my 
own  private  funds,  and  before  he  left  Chicago  I  asked  him  what  would  be  the  balance 
of  his  total  expenses  in  America,  including  his  transportation  back  to  Glasgow.  He 
fixed  a  figure,  whereupon  I  urged  him  to  make  sure  that  all  his  expenses  would  be 
included  in  that  figure,  and  I  finally  gave  him  my  personal  cheque  for  400  dollars,  which 
was  slightly  in  excess  of  his  estimated  figure. 

No  official  action  of  the  municipality  was  ever  taken  in  relation  to  Mr.  Dalrymple's 
visit  until  after  his  return  to  Scotland,  when  the  City  Council  passed  the  following 
resolution : — 

"  Eesolved  that  Mr.  James  Dalrymple  be  requested  to  furnish  to  the  City 
Council  his  views  on  the  local  transportation  question  of  Chicago." 

The  above  statement  of  facts,  I  think,  will  be  agreed  to  by  Mr.  Dalrymple,  who 
certainly  knew  that  I  was  paying  his  expenses  out  of  my  own  private  resources.  Indeed, 
since  his  return,  as  he  has  been  quoted  in  the  American  press,  he  has  stated  that  the 
letter  to  me  was  my  private  property,  and  that  he,  for  that  reason,  would  not  give  a  copy 
of  the  same  to  the  public. 

In  a  letter  to  Mr.  W.  H.  Brown,  Secretary  of  the  Civic  Federation  of  Chicago,  dated 
17th  August,  1905,  a  copy  of  which  Mr.  Dalrymple  was  kind  enough  to  forward  to  me, 
Mr.  Dalrymple  states — 

"  I  have  given  a  copy  (of  my  letter  to  Judge  Dunne)  to  no  one,  as  I  feel  that 
the  matter  is  entirely  in  the  hands  of  the  Mayor." 

I  have,  because  of  the  foregoing  facts,  considered  that  this  letter  of  Mr.  Dalrymple 
to  me  was  my  private  property,  and  Mr.  Dalrymple  has  treated  the  matter  in  an  entirely 
gentlemanly  and  honourable  way,  which  I  highly  appreciate. 

I  know  that  he  has  had  no  objection  to  the  publication  of  the  letter,  but,  as  the 
letter  was  my  private  property,  I  exercised  the  discretion  which  belongs  to  me  of 
•refusing  to  make  the  same  public — my  reasons  for  so  doing  being  that  Mr.  Dalrymple 
discussed  therein  certain  subjects  or  phases  of  subjects  about  which  I  had  not  sought 
from  him  any  suggestion.  Mr.  Dalrymple  in  his  letter  states — "  I  may  be  travelling 
beyond  my  brief  in  making  this  suggestion." 

While  I  have  regarded,  and  still  regard,  Mr.  Dalrymple's  letter  to  me  of  June  29th, 
1905,  being  the  letter  about  which  so  much  controversy  has  arisen,  as  my  personal  property, 
I  have  not  the  slightest  objection  to  Mr.  Dalrymple's  giving  to  the  City  Council  his  views 
upon  the  local  transportation  question  of  Chicago  in  accordance  with  the  resolution 
adopted  by  that  body. 


23 

In  giving  these  views,  however,  I  would  respectfully  suggest  that  Mr.  Dalrymple 
take  into  consideration  all  of  the  facts  and  circumstances  surrounding  the  present 
traction  situation  in  Chicago  as  developed  down  to  date,  many  of  which  facts  and  circum- 
stances were  unknown  either  to  Mr.  Dalrymple  or  myself  on  the  occasion  of  his  visit  to 
ilii-  city  last  June. 

Among  these  facto  and  circumstances  he  should  particularly  take  into  consideration 
the  fact  that  we  have  at  the  present  time,  in  the  City  of  Chicago,  130  miles  of  trackage, 
U|MIH  which  all  franchises  have  incontestably  expired,  and  that  this  trackage  lies  in  tin- 
most  densely  populated  portion  of  the  city,  with  avenues  of  access  into  the  very  heart 
of  the  city,  and  that,  on  or  about  January  1st,  1908,  274  miles  of  trackage  upon 
which  franchises  will  have  incontestably  expired,  will  be  at  the  disposal  of  the 
municipality  for  the  running  thereon  of  a  municipal  street  car  system.  This  274  miles 
of  trackage  being  in  tin-  most  densely  populated  portion  of  the  city,  it  will  afford 
transportation  to  1,100,000  of  the  2,000.000  people  of  this  city. 

I  shall  be  most  happy  to  place  at  the  disposal  of  Mr.  Dalrymple  all  of  the  informa- 
tion upon  the  present  traction  situation  which  lias  been  presented  to  the  City  Council  of 
the  City  of  Chicago,  so  that  he  may  consider  the  same  for  the  purpose  of  enabling  him 
to  give  his  views  and  opinions  to  the  City  Council  of  this  city. 

Very  truly  yours, 

E.  F.  DUNNE. 


11. 

Corporation  Tramways, 

46  Bath  Street, 
Glasgow,  19th  February,  1906. 

To  TUB  TRAMWAYS  COMMITTKB  OF  THE 

CORPORATION  OP  GLASGOW. 

<  J KM  I.KM  KS, 

Tii>-  Town  <  lerk  has  sent  me  copy  of  hi-  letter  of  18th  January  last  to 
Mayor  l>unne.  Chicago,  and  also  cu|>y  of  the  Mayor's  reply  of  30th  January. 

I  beg  to  state  that,  on  arriving  at  Liverpool  on  my  return  from  Chicago  on  29th 
June  last,  I  posted  to  the  Mayor  of  that  city  a  communication  giving  my  views  on  the 
traction  i|ii.--ii.m  Tin-  communication  was  acknowledged  by  cable  and  subsequently  by 
letter  from  the  Mayor,  dated  15th  July  last,  in  which  the  Mayor  asked  me  to  write  him 
at  length  advising  mi  the  .sulijii-t  of  the  administration  of  the  car  lines  l>y  the  munici- 
pality. On  29th  August  I  sent  to  the  Mayor  a  very  full  statement  in  regard  to  the 
organisation  and  operation  of  a  Municipal  Street  Railway  Department. 

Since  my  return  from  Chicago  I  have,  as  far  as  possible,  kept  iiiy.-if  informed 
regarding  the  proposals  of  the  Mayor  for  the  immediate  installation  of  a  Municipal 
Street  Railway  Service.  The  Mayor  ha-  himself  furnished  me  with  a  copy  of  his 
proposals,  and  with  prints  of  the  proceedings  of  the  City  Council  in  connection 
therewith  I  have  also  had  before  me  the  [m^to-tals  of  the  Street  Railway  Companies  as 
presented  to  the  Transportation  Committee. 

I  have  considered  these  various  proposals  very  carefully,  and  am  more  convinced 
than  ever  that  the  suggestions  which  I  made  in  my  communication  to  Mayor  I>unnc.  of 
date  29th  June,  are  on  the  ri^'ht  lines.  No  information  that  has  since  been  put  before 
me  has  in  any  way  induced  me  to  altor  my  opinion. 

'  I  have  suggestisl  to  tin-  Mayor  what  I  consider  to  in-  the  best  plan  for  giving  to  tin- 
citizens  of  Chicago  an  up-to-date  street  car  service,  with  a  view  to  ultimate  municipal 
ownership  and  operation. 

I  <lo  not  think,  t  lien-fore,  that  it  would  serve  any  good  purpose  at  the  present 
moment  to  prepare  an  additional  report. 


Yours  truly, 


.IAS.    I'AI.KVMPLK, 
General  lianaytr. 


24 

12. 

{Excerpt  from  Minute  of  Meeting  of  Tramways  Committee  of  the  Corporation  of  Glasgow.) 

At  GLASGOW,  the  1\st  February,  1906. 
At  a  meeting  of  the  Committee  on  Tramways. 

With  reference  to  minute  of  3rd  ultimo,  the  Town-Clerk  reported  a  correspondence 
with  the  Mayor  of  Chicago  on  the  subject  of  the  request  of  the  City  of  Chicago  to  be 
furnished  with  the  views  of  the  General  Manager  of  the  Tramways  Department  on  the 
local  transportation  of  that  city.  In  view  of  the  fact  that,  when  the  Corporation  agreed 
to  allow  Mr.  Dalrymple  to  go  to  Chicago,  they  cabled  to  the  Mayor  of  that  city  that  the 
Corporation  of  Glasgow  had  agreed  "  to  request  of  your  municipality,"  the  committee 
did  not  see  any  good  reason  why  Mr.  Dalrymple  should  refrain  from  giving  to  the  City 
of  Chicago  a  copy  of  the  report  which  he  has  already  furnished  to  Mayor  Dunne. 

(The  above  Minute  was  approved  by  the  Town  Council  at  their  meeting  on  1st  March,  1906.) 


& 


J    t**  p-f 

1  ( i 


